Crumple energy absorption type steering intermediate shaft and automobile
By adopting a crushing energy-absorbing design connected by splines in the steering intermediate shaft, the problem of insufficient telescopic length of the existing steering intermediate shaft during a collision and the lack of collapse energy-absorbing function is solved, achieving more effective collision energy absorption. and driver safety protection.
Patent Information
- Application Number
- CN202420851686.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-04-23
- Publication Date
- 2025-01-21
- Estimated Expiration
- 2034-04-23
AI Technical Summary
The existing steering intermediate shafts are insufficient in telescopic length during collision and do not have the function of collapse and energy absorption, making it difficult to effectively absorb collision energy, which may endanger the safety of the driver.
A collapse energy-absorbing steering intermediate shaft is designed, which uses a rigid core shaft and a cross-axis universal joint to connect through spline fitting, and an interference fit is set between the two to absorb collision energy through collapse during a collision. .
By adding a spline matching structure, the steering intermediate shaft can further shrink during a collision and absorb more collision energy, thereby reducing the impact on the cockpit and improving driver safety.
Smart Images
Figure CN222372954U_ABST
Abstract
Description
Technical Field
[0001] The utility model belongs to the technical field of automobile structures, and more specifically relates to a crush energy absorption type steering intermediate shaft and an automobile. Background Art
[0002] With the development of the automobile industry, for some passenger cars, especially electric passenger cars, the steering trapezoid is often arranged as a front steering trapezoid due to the needs of vehicle layout. Figure 1 to Figure 2 As shown, the structural characteristics of the front steering trapezoid lengthen the distance between the steering gear assembly 1' and the steering column 3', and thus a longer steering intermediate shaft 2' is required to connect the two.
[0003] The commonly used steering intermediate shaft solution for passenger cars at present is a sliding steering intermediate shaft, that is, the steering intermediate shaft can be extended and retracted within a certain range. The cross-axis universal joints at both ends are connected to the cross-axis universal joint yokes by welding. When a collision occurs, the steering gear assembly moves backward along with the cabin. Compared with the rear-mounted steering trapezoid, the rearward movement distance of the steering gear assembly becomes larger. Therefore, the steering intermediate shaft is required to have a larger range of axial contraction capabilities and a certain degree of collapse energy absorption capabilities to prevent the energy generated by the collision from being transmitted to the steering column assembly and causing damage, thereby endangering the driver's safety. The existing steering intermediate shaft has insufficient telescopic length, and the function of collapse energy absorption is not considered.
[0004] When the steering intermediate shaft is lengthened, the spline length can be appropriately reduced to increase the telescopic range. However, excessive reduction of the spline length can easily reduce the rigidity of the steering intermediate shaft. After the steering intermediate shaft is fully retracted during a collision, it is easy to bend and lose the steering control ability. Therefore, the steering intermediate shaft needs a larger retracted size and a crush energy absorption solution. Utility Model Content
[0005] The purpose of the utility model is to provide a collapse energy absorbing steering intermediate shaft and a vehicle in view of the deficiencies in the prior art. In the steering intermediate shaft, in addition to the rigid core shaft having the telescopic function, a spline fit is also adopted between the cross-axis universal joint and the rigid core shaft, and an interference fit is formed between the two. When a collision occurs, after the rigid core shaft completes its contraction, a large collision impact force can overcome the friction force of the interference fit, thereby causing the steering intermediate shaft to continue to contract, thereby playing an energy absorbing role, reducing the energy transmitted to the steering column, and thereby protecting the driver.
[0006] In order to achieve the above object, the utility model provides a crush energy absorption type steering intermediate shaft, comprising:
[0007] The rigid mandrel is a telescopic structure;
[0008] Two cross-axis universal joints are respectively connected to two ends of the rigid core shaft in a spline manner.
[0009] Optionally, the two ends of the rigid core shaft are respectively provided with a first external spline and a second external spline, and the two cross-axis universal joints are respectively provided with a first internal spline and a second internal spline, the first external spline and the first internal spline are interference fit, and the second external spline and the second internal spline are interference fit.
[0010] Optionally, the rigid core shaft includes an outer section and an inner section, one end of the outer section is provided with the first external spline, one end of the inner section is provided with the second external spline, and the other end of the outer section is slidably connected to the other end of the inner section.
[0011] Optionally, the other end of the inner section is inserted into the other end of the outer section.
[0012] Optionally, the other end of the inner section is connected to the other end of the outer section in a spline manner.
[0013] Optionally, a clamping block is disposed at the other end of the inner section, and a clamping groove is provided in the other end of the outer section, and the clamping block can be slidably disposed in the clamping groove.
[0014] Optionally, the cross-axis universal joint comprises:
[0015] Cross axis;
[0016] A universal joint yoke, one end of which is connected to the transverse shaft head of the cross shaft;
[0017] One end of the sleeve yoke is connected to the vertical shaft head of the cross shaft.
[0018] Optionally, the other end of the universal joint yoke is welded to the first internal spline and the second internal spline respectively.
[0019] The utility model also provides a car, comprising the above-mentioned crush energy absorbing steering intermediate shaft.
[0020] Optionally, ends of the two cross-axis universal joints that are away from each other are respectively connected to the steering gear and the steering column.
[0021] The utility model provides a crush energy absorption type steering intermediate shaft and a vehicle, and the beneficial effects are:
[0022] 1. The crumple energy absorption steering intermediate shaft adds a spline matching structure to the rigid core shaft, which increases the crumple distance of the steering intermediate shaft and absorbs the collision energy during a collision, ultimately achieving the purpose of protecting the driver;
[0023] 2. The spline matching structure added to the crush energy absorption steering intermediate shaft is completed by a rigid core shaft and a universal joint yoke. The universal joint yoke and the rigid core shaft contain internal and external splines respectively. The two are interference fit to achieve a larger sliding friction force to ensure normal transmission between the two when no collision occurs. When a collision occurs, the two collapse to offset the damage to the cockpit.
[0024] Other features and advantages of the present invention will be described in detail in the subsequent specific implementation section. BRIEF DESCRIPTION OF THE DRAWINGS
[0025] The above and other objects, features and advantages of the present invention will become more apparent through a more detailed description of exemplary embodiments of the present invention in conjunction with the accompanying drawings, wherein the same reference numerals generally represent the same components in the exemplary embodiments of the present invention.
[0026] Figure 1 The schematic diagram of the structure of the existing automobile steering system is shown.
[0027] Figure 2 A structural schematic diagram of an existing steering intermediate shaft is shown.
[0028] Figure 3 A schematic structural diagram of a crush energy absorption type steering intermediate shaft according to an embodiment of the utility model is shown.
[0029] Figure 4 A schematic diagram of the connection between a cross-axis universal joint and a rigid core shaft according to an embodiment of the utility model is shown.
[0030] Figure 5 A schematic diagram showing the spline interference fit between a cross-axis universal joint and a rigid core shaft according to an embodiment of the utility model is shown.
[0031] Figure 1 to Figure 2 Description of reference numerals:
[0032] 1', steering gear assembly; 2', steering intermediate shaft; 3', steering column.
[0033] Figures 3 to 5 Description of reference numerals:
[0034] 1. Cross-axis universal joint; 2. First external spline; 3. Second external spline; 4. Outer section; 5. Inner section; 6. Universal joint yoke; 7. Casing yoke. DETAILED DESCRIPTION
[0035] The preferred embodiments of the present invention will be described in more detail below. Although the preferred embodiments of the present invention are described below, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided to make the present invention more thorough and complete, and to fully convey the scope of the present invention to those skilled in the art.
[0036] The utility model provides a collapse energy absorption type steering intermediate shaft, comprising:
[0037] The rigid mandrel is a telescopic structure;
[0038] Two cross-axis universal joints are respectively connected to two ends of the rigid core shaft by spline.
[0039] Specifically, the steering intermediate shaft includes a rigid core shaft in the middle and cross-axis universal joints at both ends. The original welding connection method between the cross-axis universal joint and the rigid core shaft is changed to a spline connection method. In this way, when a vehicle collides, after the rigid core shaft completes its contraction, the friction force of the spline connection structure can partially offset the collision impact force, thereby reducing the distance that the steering intermediate shaft moves into the cockpit.
[0040] Optionally, the two ends of the rigid core shaft are respectively provided with a first external spline and a second external spline, the two cross-axis universal joints are respectively provided with a first internal spline and a second internal spline, the first external spline and the first internal spline are interference fit, and the second external spline and the second internal spline are interference fit.
[0041] Specifically, between the cross-axis universal joint and the rigid core shaft, an external spline is arranged on the rigid core shaft, and internal splines are arranged on the two cross-axis universal joints, so that when the rigid core shaft and the cross-axis universal joint form a spline connection, the two are interference fit, and during the normal transmission process of the cross-axis universal joint, the rigid core shaft and the cross-axis universal joint are transmitted through the spline, and the connection between the two is guaranteed to be stable. In addition, the rigid core shaft is not fully inserted into the cross-axis universal joint, and there is still space in the internal spline of the cross-axis universal joint to accommodate the end of the rigid core shaft to enter; when a collision occurs at the front of the car, the impact force of the collision can overcome the friction force of the interference fit of the spline connection, so that the rigid core shaft begins to slide relative to the cross-axis universal joint, and the rigid core shaft will be further inserted into the cross-axis universal joint, thereby reducing the impact force through the sliding distance.
[0042] Optionally, the rigid core shaft includes an outer section and an inner section, one end of the outer section is provided with a first external spline, one end of the inner section is provided with a second external spline, and the other end of the outer section is slidably connected to the other end of the inner section.
[0043] Specifically, the rigid core shaft includes an outer section and an inner section. In addition to being splined with the cross-axis universal joint, the outer section and the inner section are also in a sliding relationship. Under normal steering gear transmission, the length of the rigid core shaft does not change, and only the transmission direction instruction is transmitted. When a collision occurs, the outer section and the inner section slide first to shrink and offset the impact force of the collision.
[0044] Optionally, the other end of the inner section is inserted into the other end of the outer section.
[0045] Optionally, the other end of the inner section is connected to the other end of the outer section in a spline manner.
[0046] Specifically, the inner section is inserted into the outer section and connected in a spline manner, so that the steering gear can be transmitted. This spline connection method has a simple and stable structure, timely and accurate transmission, and can reduce the manufacturing cost of the steering intermediate shaft.
[0047] Optionally, a clamping block is provided at the other end of the inner section, and a clamping groove is provided in the other end of the outer section, and the clamping block can be slidably arranged in the clamping groove.
[0048] Specifically, during normal transmission of the rigid core shaft, the inner section is inserted into the outer section and is clamped in the clamping groove through the clamping block. Since the two ends of the steering intermediate shaft are connected to the steering column and the steering gear, the inner section and the outer section will not slide relative to each other. However, once the car collides, the inner section can be inserted into the outer section under the guidance of the clamping block and the clamping groove, and the rigid core shaft will not bend.
[0049] Optionally, the cross-axis universal joint comprises:
[0050] Cross axis;
[0051] A universal joint yoke, one end of which is connected to the transverse shaft head of the cross shaft;
[0052] One end of the sleeve yoke is connected to the vertical shaft head of the cross shaft.
[0053] Specifically, the cross-axis universal joint includes a cross-axis, a universal joint yoke and a sleeve yoke. The cross-axis is used to realize directional change transmission, so that the steering column drives the steering gear to realize steering instructions. The cross-axis is connected to the rigid core shaft through the universal joint yoke, and the cross-axis is respectively connected to the steering gear and the steering column through the sleeve yoke.
[0054] Optionally, the other end of the universal joint yoke is welded to the first internal spline and the second internal spline respectively.
[0055] Specifically, the universal joint yoke is welded to the inner spline to ensure the overall strength of the cross-axis universal joint. When a collision occurs, the cross-axis universal joint and the rigid core shaft themselves will not break, and the collision impact force can be absorbed through telescopic displacement.
[0056] The utility model also provides a car, comprising the above-mentioned crush energy absorbing steering intermediate shaft.
[0057] Optionally, ends of the two cross-axis universal joints that are away from each other are connected to the steering gear and the steering column respectively.
[0058] Example
[0059] like Figures 3 to 5 As shown, the utility model provides a collapse energy absorption type steering intermediate shaft, comprising:
[0060] The rigid mandrel is a telescopic structure;
[0061] Two cross-axis universal joints 1 are respectively connected to two ends of the rigid core shaft by spline.
[0062] In this embodiment, the two ends of the rigid core shaft are respectively provided with a first external spline 2 and a second external spline 3, and the two cross-axis universal joints 1 are respectively provided with a first internal spline and a second internal spline. The first external spline 2 and the first internal spline are interference fit, and the second external spline 3 and the second internal spline are interference fit.
[0063] In this embodiment, the rigid core shaft includes an outer section 4 and an inner section 5, one end of the outer section 4 is provided with a first external spline 2, one end of the inner section 5 is provided with a second external spline 3, and the other end of the outer section 4 is slidingly connected to the other end of the inner section 5.
[0064] In this embodiment, the other end of the inner section 4 is inserted into the other end of the outer section 5 .
[0065] In this embodiment, the other end of the inner section 4 is connected to the other end of the outer section 5 by a spline.
[0066] In this embodiment, a clamping block is disposed at the other end of the inner section 4 , and a clamping groove is provided in the other end of the outer section 5 , and the clamping block can be slidably disposed in the clamping groove.
[0067] In this embodiment, the cross-axis universal joint 1 includes:
[0068] Cross axis;
[0069] A universal joint yoke 6, one end of which is connected to the transverse shaft head of the cross shaft;
[0070] One end of the sleeve yoke 7 is connected to the vertical shaft head of the cross shaft.
[0071] In this embodiment, the other end of the universal joint yoke 6 is welded to the first internal spline and the second internal spline respectively.
[0072] The utility model also provides a car, comprising the above-mentioned crush energy absorbing steering intermediate shaft.
[0073] In this embodiment, the ends of the two cross-axis universal joints that are away from each other are connected to the steering gear and the steering column respectively.
[0074] In summary, in the collapse energy absorbing steering intermediate shaft, the connection between the cross-axis universal joint 1 and the rigid core shaft is changed to a spline connection, and the inner spline and the outer spline are interference fit. When a collision occurs, the outer spline can continue to be inserted to the distance of one end of the inner spline under the action of the collision impact force. In addition to absorbing part of the collision force by the front and rear displacement of the outer section 4 and the inner section 5, energy can also be absorbed by the collapse of the cross-axis universal joint 1 and the rigid core shaft, which plays a positive role in protecting the driver in a collision.
[0075] The various embodiments of the utility model have been described above, and the above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and changes are obvious to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments.
Claims
1. A crush energy absorbing steering intermediate shaft, characterized in that: include: The rigid mandrel is a telescopic structure; Two cross-axis universal joints are respectively connected to two ends of the rigid core shaft in a spline manner.
2. The crush energy absorbing steering intermediate shaft according to claim 1, characterized in that: The two ends of the rigid core shaft are respectively provided with a first external spline and a second external spline, and the two cross-axis universal joints are respectively provided with a first internal spline and a second internal spline, the first external spline and the first internal spline are interference fit, and the second external spline and the second internal spline are interference fit.
3. The crush energy absorbing steering intermediate shaft according to claim 2, characterized in that: The rigid core shaft comprises an outer section and an inner section, one end of the outer section is provided with the first outer spline, one end of the inner section is provided with the second outer spline, and the other end of the outer section is slidably connected with the other end of the inner section.
4. The crush energy absorbing steering intermediate shaft according to claim 3, characterized in that: The other end of the inner section is inserted into the other end of the outer section.
5. The crush energy absorbing steering intermediate shaft according to claim 4, characterized in that: The other end of the inner section is connected to the other end of the outer section in a spline manner.
6. The crush energy absorbing steering intermediate shaft according to claim 4, characterized in that: A clamping block is arranged at the other end of the inner section, and a clamping groove is arranged in the other end of the outer section, and the clamping block can be slidably arranged in the clamping groove.
7. The crush energy absorbing steering intermediate shaft according to claim 2, characterized in that: The cross-axis universal joint comprises: Cross axis; A universal joint yoke, one end of which is connected to the transverse shaft head of the cross shaft; One end of the sleeve yoke is connected to the vertical shaft head of the cross shaft.
8. The crush energy absorbing steering intermediate shaft according to claim 7, characterized in that: The other end of the universal joint yoke is welded to the first internal spline and the second internal spline respectively.
9. A car, characterized in that: It comprises a crush energy absorbing steering intermediate shaft according to any one of claims 1-8.
10. The automobile according to claim 9, characterized in that: The ends of the two cross-axis universal joints that are away from each other are respectively connected to the steering gear and the steering column.